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PIPE COUPLING FQR HEATING RAILWAY CARS.

1% 374,059. Pate ted N09. 29, 1887,

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W P. GRASSLERQ PIPE 0011mm FOR'HEATINGRAIL'WAY CARS. No. 374,059. Patented Nov. 29, 1887. I

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UNITED STATES PATENT OFFICE.

WILLIAM F. GRASSLER, OF WILLIAMSPORT', PENNSYLVANIA, ASSIGNOR OF ONE-HALF TO WILLIAM G. ELLIOTT, OF SAME PLACE.

PIPE-COUPLING FOR HEATING RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 374,059, dated November 29, 1887.

Application filed July 15, 1887. Serial No. 244,376.

(No m 0 del.)

To all whom it may concern.-

following is a specification, reference being hadtherein to the accompanying drawings.

This invention has relation to certain new.

and useful improvements in that class of inventions or apparatus employed in heating railway-cars by steam generated in the boiler of the locomotive'and distributed throughout the train of cars by suitable steam-conducting pi pes; and the special object of this invention is to provide an improved coupling or 'connection for the adjacent ends of the conducting-pipes of the respective cars which will be simple in its construction, position, and entirely automatic in its action, and complete and efficientin all its details, as will be more fully hereinafter set forth.

Figure 1 represents a view of a portion of a train, partly in side elevation and partly in section, showing my invention applied thereto. Fig. 2 represents a longitudinal sectional view of the coupling devices coupled; Fig. 3, a simi lar view of one portion of the coupling device in position to be coupled, and Fig. 4 a longitudinal sectional view of the entering coupling-section at one end of the car.

In order that my-invention may be fully understood and used by others skilled in the art, I have shown in my drawingsa portion of a train of cars, illustrating the manner in which I prefer to generatethe steam for heating the cars, how I connect the generator with the conducting-pipes of the cars, and the position and arrangement of the coupling devices with respect to the adjacent ends of the train.

Referring to the drawings annexed by letters, A designates a locomotive of the usual construct-ion,and B the tender, coupled thereto in the usual manner. In the fire-box of the locomotive is located the steam-generator O, which is connected to the steam-conducting pipes L of the train by means of suitable valved pipes, as shown.

The juncture between the respective steamdistributing pipe-sections L is effected by a connection which works automatically, as hereinafter described.

Below each car is located a cylindrical chest, V, secured to the heads V, which are provided with hangers V bolted to the lower framework of the car.

The letter M, Fig. 3, indicates a tube which extends longitudinally under the car and which is flanged and bolted to the flanged head V of the chest V, before mentioned, the said tube extending into the cylinder and bearing against an annular packing, N, by which asteam-tight connection is effected. Within the tube M and the chest V is arranged to slide a tube, P,which 6 is provided at one end with a groove carrying a packing-ring, P, and at the other with a flange or head, S, working in the cylindrical chest, this head being provided with asteamtight packing-ring, S, and apertures .9 through it for the passage of the steam, as clearly shown in Figs. 3 and 4.

The head S has an annular rim,s, at its front, which bears against an annular packing, t, at the front head of the cylindrical chest when 7 the cars are uncoupled, so as to prevent the escape of steam into the open air and the waste consequent thereupon. The tube P is provided with apertures WV, which open into the cylindrical chest V, so as to form a passage 8 for the steam thereto, and is open at its rear end to communicate with the'conducting-tube and closed at its forward end, so that it will close the opening in the forward end of the chest when pressed forward.

The letter T indicates a tube which is connected to the conducting-pipe of the car at one end. The said tube has a conical end or point, T, and is adapted to pass through the forward packed head V of the cylindrical o chest and abut against the head S of the movable tube P. The forward head of the chest V is provided with a flaring mouth, P,by means of which the tubeT is directed into it.

The tube P is kept pressed normally forward by means of a spiral spring, B, so as to stop the opening at the end of the chest V when the cars are uncoupled. The tube T is provided with a valve, T, which opens when the parts come together, so as to give a con- 10c tinuous passage to the steam.

The pipe T is connected to the conductingpipe of the cars by means of a steam-tight swinging j0int,U,which allowsit to drop down out of the way when uncoupled, as shown in Fig. 1 in dotted lines.

The main conducting-pipe of the train is supported in hangers U,which allow the pipe to vibrate freely when the train is in motion.

It will be observed that when the cars come together all that is necessary to couple the conducting-pipes is to raise the swinging sec tion T of the entering end of the conductingtube far enough for it to enter the packed opening in the forward head of the chest V bolted to the bottom of the adjacent ear, the flaring mouth P serviug to assist in directing it into the chest, as is evident.

vVhen the conical end of the tube T enters the chest V, it abuts against the head S of the sliding tube and causes it to move back in its chest to the position shown in Fig. 3 of the drawings, the valve T having been opened by contact with the head S, and the spiral spring R having been compressed between the head S and the rear head V of the chest, thus permitting a clear passage of the steam through the apertures V of the tube P, the apertures s of the head S, the apertures W" in the forward end of the entering tube T, and around the valve T. When the entering section is withdrawn, its valve closes automatically by the pressure of the steam and it falls down out of the way, as shown by dotted lines in Fig. 1, and the tube P is pressed forward by the spiral spring, its flange 8 setting against the packing-ring i, thus closing automatically the opening in the head of the chest V, as shown in Fig. 4.

It will be readily seen that any condensed steam collecting in the pipes may be run or blown off by opening the valve 'I or pressing the tube P back in its chest.

Having thus described my invention, what Ielaim, and desire to secure by Letters Patent, 1s-

1. The combination, with the cylindrical chest provided with apertured heads and the conducting-tube secured thereto, of the apertured tube P, adapted to reciprocate within the said chest and conducting-tube, and provided at its forward end with an apcrtured head, S, U

having formed on it an annular ring, 8, which abuts against the forward head of the chest V to close the opening therein, and the spiral spring surrounding the said tube P, substantially as herein set forth.

2. The combination, with the cylindrical chest secured to the car and provided with an aperture in its forward end, the conductingt-ube M, secured to the rear end of the said chest and communicating therewith, the tube P, adapted to reciprocate within the chest and provided with a series of apertures, W, at its forward end which communicate with the interior ofthe chest, the said sliding tube being open at its rear end to communicate with the conducting-tube M and closed at its forward end, and provided with the apertured flange or head S, and the spiral spring for pressing the tube normally forward, so as to close the openingin the forward end of the chest when uncoup1ed,ofthe valvcdenteringtubewhich abuts against the forward closed end of the tube P, substantially as described.

3. The combination, with the chest V, bolted to the car, the tube M, secured to therear head of the chest and communicating therewith, the sliding tube P, perforated at W and adapted to reciprocate within the said chest, the tube P being provided with a head, S, perforated at s and flanged at s, the spiral spring surrounding the tube P, and the flaring mouth P bolted to the forward head ofthe chest V,of the valved entering tube T, substantially as herein set forth.

In testimony whereof I affix my signature in presence of two witnesses.

VVlLLIAM F. GRASSLER.

Witnesses:

CHAS. D. DAVIS, J OHN S. FINCII, J r.- 

